Locomotive drive mechanism



June 17, 1930. F. RAMPACHER ,7

LOCQMOTIVE DRIVE MECHANISM Filed May 12, 1928 3 Sheets-Sheet l INVENTOR fi/fz Ram amber.

. ATTORNEY June 17; 1930. F, RAMPACHER 1,764,348

LOCOMOTIVE DRIVE MECHANI SM Filed May 12, 1928 S Sheets-Sheet 2 ATTORNEY Patented June 1-7, 1930 UNI'IZED STATES PATENTOFFI'CE IRITZ BAIIAOHER; OF BEBIJIN-GEABLOTTENIBUBG, GERMANY, ASBIGNOB TO WESTING- HOUSE ELECTRIC & MANUFACTURING COMPANY, A CORPORATION OF P ENNSYLA VANIL Appliation fled Kay 12, 1228, Serial 1T0.

The invention relates, in general, to shaft- I coupling devices and particularly to coupling means for use in connection with drive a modification of the structure shown m mechanisms-for self-propelled railway vehicles.

In railway vehicles, it is desirable that the amount of weight which is rigidly carried by the wheel axles be as low as possible. In order to effect this end, it is common practice 'to provide self-propelled railway vehicles with hollow quill shafts which are journaled rigidly in the vehicle frame and disposed to surround the driving-wheel axles. The frame is resiliently supported on the wheel axles in the usual manner and a driving connection is efiected between the quill shafts and the wheel axles by means of universal couplings.

It is an object of this invention to provide coupling means for axially dis osed shafts that is simple, of light weight an disposed to .fwill become apparent when the following specification, ,which describes the apparatus, is read in conjunction with the accompany:

ingdrawings, in which Figure 1 is a, view, partially in end eleva- I tion and partially in cross-section, or a locomotive drive mechanism that embodies the [principles of the invention, and is taken along the line I-I of Fig. 2. I

Fig. 2 is a view, in longitudinal section, of the drive mechanism, taken along the line II -II of Fig. 1. x r a Fig.8 is a view, in longitudinal section, of

6 and may be secured to the flanglels1 LOCOMOTIVE DRIVE ISM 271,129, and in Gcrman.y my 1:, 1927.

the drive mechanism, taken along the line III-III of Fig. 1. v V

Fig. 4 is a view, longitudinal section, of

Fig. 2. v X c Fig. 5 is a view, in longitudinal section, of another modification of the invention, taken along the line VV and V" of Fig. 6.

Fig. 6 is a view, in end elevation, of the modification shown in Fig. 5.

Fig. 7 is a diagrammatic view, in cross-section, of a further modification of the invention.

Fig. 8 is a diagrammatic view, in cross-section, of still another modification of the invention. I

Fig. 9 is a perspective view of a coupling for shafts that illustrates the basic principles of the invention.

Fig. 10 is a view, in longitudinal section, showing an embodiment of the invention applied to another locomotive drive mechanism.

Fig. 11 is a view, partially inside elevation and partially in longitudinal section, of a modification of the drive mechanism shown in Fig. 10, and

Fig. 12-is a 'view,partially in cross-section and partially in end elevation, of the drive mechanism shown in Fig. 11. 7

In the drawings, Fig. 9 illustrates a simple embodiment of the invention that may be referi-ed to, to best illustrate the principles that are involved. As shown, the device comprises coupling means for transmitting torque between the ends of shafts 1 and 2 that are in substantially axial alignment. The shafts 1 and 2 are provided, at their end, with flanges 3and 4, respectively, which have transverse recesses 5 and6. The recesses 5 and 6 are for receiving the en'd plates of oval shaped springs 7 and8. v v

In'mounting the springs 7 and 8, the ends are brought together within the recesses 5 and 3 and 4 by rivets or other suitable means. order to provide a connection between the shafts 1- and 2., a disc member Qisdisposed between the springs 7 and 8 and is provided with grooves or-recesses .11 and 12 that are disposedon the respective faces of the disc-and of receiving the portions of the s rin s 7 and 8that are diametrically opposite 't e ends which are in engagement with the flanges 3 and '4.

It will be readily apparent that, with the springs 7. and 8 disposed at right angles to each other, as shownin Fig. 9, the spring 7 will permit angular misalignment between the shafts 1 and 2 in a horizontal plane and the spring 8 will permit angular misalignment in a vertical plane. Inasmuch as any condition of angular misalignment may be resolved into misalignment in two planes, it is clear that the coupling shown in Fig. 9'is adapted to permit angular misalignment betweentlie shafts l and 2 in any direction and within a limited range. Likewise, it is clear that the spring 7, as shown, will permit radial dis lacement of the shaft 1 relative to the sha 2 in a horizontal plane and the s ring 8 will permit radial displacement of t e shafts 1 and 2 in a vertical plane within certain limits. Therefore, the shafts 1 and 2 may be displaced radially, relative to each other in any direction, as well as, or in addition to, being displaced inangular relation. It is further obvious that, because of the ellifptical shape of the springs 7 and 8, the sha ts 1 and 2 may be dis laced in an axial direction relative to eac other. However, inasmuch as the planes within which the springs 7 and 8 are disposed to deflect remain at all times at right angles to the plane of rotation.

of the coupling, it is apparent that substantiall no tangential displacement is ermitted tween the shaft 1 and the sha 2.

It may, therefore be concluded that the elementary coupling shown in Fig. 9 is adapted to transmit torque between the shafts 1 and 2 under any possible conditions of misalignment between the shafts, within certain limits, and with substantially rigid circumferential connection therebetween.

Referring now to Figs. 1, 2 and 3, the coufiling device is there shown in a form that may e applied to a drive mechanism for railway vehic es. The portion of a standard railway running gear that is shown in these views comprises a wheel axle 15 that is provided, at

its ends, with track wheels 16 and .with outside journals 17. Surrounding the wheel axle 15 is a hollow quill shaft 18 that is of sufficient internal diameter to provide a clearance space 19 between it and the wheel axle 15 to permit relative angular or radial displacement therebetween. The quill shaft 18 is provide (1 at its ends, with flange members .21 each of which comprises two broad arms extending radially from diametrically oPposite sides. I g V In order to rovide means power from t e quill shaft 18 to the tree wheels 16 and, at the same time, rovide for limited relative motion between e shaft 18 and the *wheel axle 15 in any lonig'tudinal members wheel 16.

or transmittin lane, flat spring members 25, that have been ent into a tubular shape having an oval cross section, are secured, by means of bolts 26, to the ends of the arms of the flanges 21 with their longitudinal axes dis osed tangential to a circle concentric with t e quill shaft and thewheelaxle. .A similar pair of tubular springmembers 27 are secured, by means of bolts 28, to web members 29 that extend between spokes of the wheels 16, as shown in' Figs. 1 and 3.- In order to eflfect the transmission of power from the springs to the sprin s 27, the pairs of springs are disposed at rig t angles to each ot er-and are secured to an annular intermediate member 31 that is axially mounted within thetrack wheels 16.

From the explanation of the coupling de vice given in connection with Fig. 9, it may be read1 y seen that, inasmuch as the pairs of springs 25 and 27 are disposed at right an- 9: es to each other, relative motion between the wheel axle 15 and the quill shaft 18 may occur in any axial plane within the limits of deflection of the springs; However, torque,

may be transmitted from the quill shaft 18 to the track wheels 16 with very little tangential displacement, inasmuch as the tubular'spring members are relatively rigid in the direction parallel to their longitudinal axes.

In Fig. 4 is shown a modification of the bers 35, instead of being tubular, have a cross section that is of substantially S-shape. It is, therefore, apparent that a spring element as drive mechanism shown in Fi 2, the only essential difference being that t e spring memhaving any suitable shape may be employed to transmit power from the quill shaft 18 to the gear wheels 16, so long as the resulting structure is substantially rigid in the circumferential directionand possesses the necessary resilience in an axial plane.

A more simple embodiment of the inven tion is shown in Figs. 5 and 6 which represent a loomotiye drive mechanism embodying a wheel axle 15 upon which are mounted wheels 16 and which is surrounded by a cooperating .quill shaft 18. The quill shaft-18 is provided,

at its ends, with gear wheels 41 by mea ns of which wer is transmitted from a dIlVlDg motor not shown) to the track wheels 16. At

diametrically opposite positions, each ear wheel 41 is provided with flanges 42 to. eac of which. is attached one edge of a substantially squarepla'te' spring 43 by means of bolts-44.

The opposite edges of the plate springs 43 are secured, 5 bolts 45, to annular intermediate t are disposed within the track At'diametrically positions 9.0"removed from the positions occupied :by the springs43, a second pair "of springs 47 are secured to the intermediate. member 46 by b0lts'48. "The platesprings 47 are,-in turn, secured to bracketa' 49' on the track wheel incfrom the quill shaft 18 to the trac 16 by means of bolts 50, thereby providing a direct connection for transmittin power wheel 16. It is apparent that the plate springs 43 and 47 function in a manner somewhat similar to the action of the tubular springs shown in Figs. 1, 2 and 3 to permit radial displacement between the quill shaft 18 and the wheel axle 15. Likewlse, these springs will be substantially rigid in a circumferential direction for the purpose of transmitting torque.

In Figs. 7 and 8 are shown further modifications of the invention, in which relatively long plate springs are disposed within the track wheel 16 to extend in tangential directions. In Fig. 7, the track wheel 16 is provided with brackets 51 and 52 to which are secured two parallel plate springs 53 and 54 that are disposed on o posite' sides of the of the spring elements 53 and 54 that are farthest removed from the brackets 51 and 52 are connected by means of anintermediate bar member'55. The quill shaft 18, in this modification, is

provided with a radially extending" arm 56 to which are fastened parallel spring members 57 and 58 that extend onopposite sides of the quill shaft 18 in a direction at right angles to the position assumed by the springs 53 and 54. The springs 57 and 58 are similarl connected, at their ends, me 'ate member 59 which is posed at right angles to the intermediate member and is secured thereto by meansof a bracket 60.- Q

In the construction shown in Fig. 8, the parallel springs 63 and 64 that corres 0nd to the springs 53 and 54 shown in Fig. are

both disposed on the same side of the quill-- shaft 18 and are connected, by a rigid intermediate member 65, to parallel springs 65 and 68 that correspond to the sprin s5 58 in Fig. 7. This structure may e duplicated, as shown by the dottedlines-in Fig. 8, in order that the coupling mechanism may be inherently balanced. 'The flexible connection shaft .18 and the wheel axle 15 may also be effected by means of pinned links or chains, as shown in Figs. 10, 11 and 12. In F igfll, the driving wheel 16 is provided with diametrically disposed brackets 71 to which are connected link members 72 that extendv parallel to the wheel axle 15 and are pivoted on pins '73 that are disposed parallel to each other and'perpe'ndicular to a plane passing through the axis of the wheelaxle 15. i The links 72 arefurther pivoted, by means of pins 74, to radially disposed links 75 that are, in turn, pivoted to an intermediatev member 76 by means of ins 77.

- It will be o bserved that the pins 73, 74 and 77 are all substantially parallel and are disposed to permit motion of the intermediate bdyisan inter- .several embodiments of'the invention, it will of a second set of pin-connected links 78 and 79 that are similar to the link system justdescribed and that ermit motion ofthe intermediate member 6 relative to the quill shaft 18 in a plane at ri ht angles to the plane in which the intermediate member 76 is free to,

move relative to the wheel axle 15.

It is apparent that the link cou ling shown in Figs. 11 and 12 is adapted to unction in the same manner as the 'cou ling shown in elementary form in Fig. 9. nasmuch as each set of link members permits limited motion inone plane and the two sets of links are disposed'in planes at right an gles to each other, it follows, as heretofore explained, that the quill shaft 18 is free to perform 'limited movement with respect to the wheel axle ,15 in any direction, except circumferential, with respect thereto.

1 The drive mechanism shown in Fig. 10, comprises the usual quill shaft 18 that is rigidly journaled, by means of bearings 22, in locomotive-side-frame members 23 and is provided, at its ends, with gear wheels 41 for meshing with pinions 24'0n a. driving motor (not shown). In this modification,. power is transmitted from the quill" shaft 18 to ,the wheel axle 15 by means of a coupling. mechanism that is disposed in the central longitudinal plane of the vehicle. As shown, the wheel axle 15 is provided with a flange memher 81 near its center portion for the purpose shaft 18 that constitutes a housing 84.

. From the fore oing explanation of the various .modifications illustrated, it is apbetween the quill parent that the invention provides coupling means for shafts that is adapted topermit limited. universal movement between the coupled shafts in any axial plane and is,

disposed to transmit torque between the The entire coupling is enshafts without appreciable circumferential diiplacement'.

lthoughthe specification has set forth be obvious to those skilled-in the .art of power transmission that various modifications may be'wm ade in the detailsof design and in the arrangement of. the 'v rious parts of the coupling mechanism with t depart ing from the spirit and scope ofhthe invention as defined in the appended claims. 4 .I claim'as my invention: a

1. A-locomotive dnive mechanism compris ing a wheel axle, a quill shaft carried by the wheel axle, an intermediate member disposed to transmit power from the quill shaft to the wheel vaxle and means for connecting said intermediate member to the quill sha and to the wheel axle, said connectlng means comprising members that are'flexible in the radial direction and' substantially rigid in the circumferential direction.

2. A locomotive drive mechanism comprising a wheel axle, a quill shaft carried by the wheel axle, an intermediate member disposed to transmit power from the-quill shaft to the wheel axle and means for connecting said 7 intermediate member to the quill shaft and to the wheel axle, said connecting means comprising link members that are disposed to' bend in the radial direction and are substantiallyrigid circumferentially.

5 3. A locomotive drive mechanism comprising a'wheel axle, a quill shaft carried by the wheel axle, an intermediate member disposed to. transmit power from the quill shaft to the wheel axle and means for. connecting said intermediate member to the quill shaft and to the wheel axle, said connecting means comprising resilient elements so disposed that they are free to deflect when the quill shaft is moved radially with respect to the wheel axle but are substantially rigid in the circumferential-direction.

4. In a locomotive drive mechanism, in a combination, a wheel axle, wheels on the wheel axle,-a quill shaft surrounding the wheel axle and coupling means for trans mitting ower from the 'quill. shaft 'to the wheel ax e, said couplin means comprising resilient :members secure to the quill shaft, a rigid intermediate member carried be the b resilient members, a'second set of resilient members mounted on the intermediate memher and secured to the wheel axle, s aid resilient members being substantially rigid circumferentially. t 5. A locomotive drive mechanism comprisj ing a wheelaxle, a quill shaft surrounding the wheel'axle an'dcoupling means for transmitting power between the quill shaft and the wheel axle, said' 'coupling means comprising Q ,resilient members so disposed that they are substantially rigid circumferentially.

n 6. A drivemechanism comprising, in com- 'bination, a drive shaft and'a driven-shaft, an intermediate member disposed to transmit power between the shafts, and means for connecting said intermediate member to the drive shaft and to the driven shaft, said connecting means comprising members that are 'fl'exible radiallyof the shafts and substantially rigid icircumferentially of the shafts. In testimony whereof, I have hereunto subscribed my name this 20th day of April, 1928, a

' at Berlin-Siemensstadt, Germany. I FRITZ 'RAMPACHER. 

